Triple-valve device.



W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLIcA'l-ION FILED JAN.5.1909.

v1, 1 1 9,899. Patented Dee. s, 1914 2 BEEETSwBHEE-T 1.

WITNESSES INVENTOR fr/E NOPRIS FEYERS C0.. PHOYa-LITNQ WASNINGIUN f W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLICATION FILED JAN.5.1909.

1 1 1 9 ,899, Patented Dec. 8., 1914.

2 SHEETS-SHEBT 2.

WITNESSES INVENTO THE NORRAS PErERs Lo. PHO/7 z V110 wAsm/vr, uw n C UNITED STA'IE@ `PATENT OFFICE.

WALTER V. TURNER, OF EDGEVVOOD, PENNSYLVANIA, ASSIGNOIR 'IO THE TESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

TRIPLE-VALVE DEVICE.V

Application filed January 5, 1909.

T0 all whom it may concern Be it known that I, VALTER V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Triple-Valve Devices, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularly to a triple valve device of the type in which air is locally vented from the train pipe in apply ing the brakes for the purpose of accelerating the serial action of the brakes.

One object of my improvements is to provide an improved triple valve device of the above character in which the local train pipe vent port is controlled directly by the triple valve piston and valve, thus doing away with the usual emergency valve mechanism.

Another feature of my invention conteniplates utilizing the same train pipe vcnt port for locally reducing the train pipe pressure both in service and elnergency applications of the brakes.

In the accompanying drawings; Figure l is a central sectional view of a triple valve device with my improvements applied thereto, showing the parts in normal full release position; Fig. :2 a similar view, but with the parts shown in service application position; Fig. 3 a like view, showing the parts in emergency application position; `Fig. t a face view of the main slide valve of the triple valve, showing the ports therein and their relative location; and Fig. 5 a `plan. view of the valve seat for the main slide valve. p

To illustrate an application of my improvements the drawings show a triple valve device comprising a casing 1 having piston chamber 2 containing triple `valve piston 3 and valve chamber et containing the main slide valve 5 and the auxiliaryor graduating valve tmounted on and having the usual movement relative to the main slide valve. The train pipe passage 7 opens into piston chamber 2 andthe usual feed groove 8 establishes communication from the train pipe to the auxiliary reservoir when the triple piston is in release position. In the present construction, in addition to the usual normal release position, the triple valve parts Specification of Letters Patent.

Patented Dec. 8, 1914.

Serial No. 470,791.

are adapted to assume an inner position, in which the piston 3 seats and cuts oil' communication from the valve chamber Il to the auxiliary reservoir, the auxiliary reservoir being open to said valve chamber only by way of the passage 9 which leads to the space at the inner face of piston 3. Means are provided tending to return the triple valve parts from this inner position to the normal release position, such as a coil spring emergency port 17. According to my 11n-` provements, the train pipe vent port 1S leads to the seat of the main slide valve 5, said port being provided with the usual check valve 19 to prevent back flow through the vent port 18 from the auxiliary reservoir. The auxiliary reservoir is charged from train pipe through the feed groove S in the usual manner, the groove being open in both the normal release position and the extreme inner position of the parts A gradual reduction in train pipe pressure shifts the triple valve parts to service position as shown in Fig. 2, in which the service port 13 is uncovered by the graduating valve 6 and air is supplied from the auxiliary reservoir to the brake cylinder. According to one feature of my improvements I provide ports 21 and 22 in the main slide valve and a cavity 23 in the graduating valve G, which is adapted to connect the ports 2l and 22 in the outward movement of the parts to service position. In service position port 21 registers with vent port 18 and port 22 registers with a prot 2li leading in the present instance to a small expansion eli-.unber 25. Air then Vflows from the train pipe to the small expansion chamber until the pressure in. the chamber equalizcs with that in the train pipe or the triple valve parts move to lap position, in which port Q2 is closed. As shown in the drawings, the port 22 may have a restricted portion 2G to limit the rate offlow of airfrom the train pipe or the port may be Jfull size the capacity of chamber 25 being so limited that the train pipe pressure will not be reduced sutiiciently to cause movement of the triple valve parts to emergency position. lWhen the auxiliary reservoir pressure has reduced by flow to the brake cylinder to that in the train pipe the triple valve piston shifts the auxiliary valve 6 to lap position closing the service port and the local train pipe vent port. A restricted port 28 leads from the chamber :25 to the brake cylinder passage 14 and the brake cylinder, through which the pressure in the chamber gradually equalizes with that in the brake cylinder, so that if a successive reduction in train pipe pressure is made, a further local venting of air from the train pipe is produced, though less in amount, according to the degree of pressure in the brake cylinder. rthe local venting of the train pipe is consequently repeated on successive service applications until the point of full equalization is reached. Upon a sudden reduction in train pipe pressure, the triple valve parts move out to emergency position, the triple valve piston seating on the emergency gasket in the usual manner. Emergency port 17 now registers with brake cylinder port 14 and air from the auxiliary reservoir tlows to the brake cylinder. As shown in Fig. 3 port openings of a large port 37 in the main slide valve registers in emergency position with the train pipe vent port 1S and the port 31 leading to a larger expansion chamber 35 whereby a rapid reduction in train pipe pressure is made according to the .capacity ot the expansion chamber 35 thereby causing quick action ot all the triple valves in the Well known manner.

In order to relieve the emergency expansion chamber of pressure in releasing the brakes after an emergency application, a restricted port 33 may be provided in the wall 32 which separates the expansion chamber 35 from chamber 25, so that the fluid contained in said chamber may flow to chamber 25 and thence by port 2S to the brake cylinder passage 14 and thence to the atmosphere.

In releasing the brakes after either a service or an emergency application of the brakes, the increase in train pipe pressure shifts the parts to the normal full release position or to the inner position in which the spring 10 is compressed, according to the rate of increase in train pipe pressure. In the inner position of the parts, port 20 registers with the train pipe vent port 18, and

piston 3 seats so as to cut off communication from the auxiliary reservoir to the valve 'chamber 4, so that while the valve chamber is open to the train pipe through the vent port 18, the small capacity ot said chamber prevents flow of air from the train pipe to such an extent as to interfere with the quick serial release of the brakes, such as would be the case were the trainpipe open through the large train pipe vent port to the auxiliary reservoir. n-the meantime, the auxiliary reservoir is recharged through the usual feed groove around the triple valve piston and upon substantial equalization of pressures on the opposite sides of the piston, the spring l0 shirts the parts to the normal full release position. 1n this normal position, it will be noted that vent port 1S is closed, so that there is no possibility oi the triple valve lailing to move to application position, as -might occur in case ot' a leaky check valve where the vent port is open to theV valve chamber and auxiliary reservoir, by reason of the back lovv oit' from the auxiliary reservoir to the train pipe through the large vent port. i

My improvements are particularly Well adapted to be employed in connection with triple valve devices in which means are provided or securing a more simultaneouslyV release of the brakes throughout thetrain, and known as the retarded release feature, such construction having a normal full release and an `inner position, in which the passage through which air is released from the brake cylinder is restricted, and having means tending to move the partsV from the inner position to the normal full release position, such as, for example, the-construction covered in Patent No. 920,504 of lV. V. Turner, dated May 4, 1909; As shown in the.

present drawings, this so-called retarded release feature 1s brought about by so arranging theV exhaust cavity 15 in the main slide valve as to either entirely close or restrict the communication through which air is released from the brake cylinder, by providing cavity 15 with restricted port extension 29 adapted in the inner or retarded release position to register with exhaustport 10, so that the flow of air from the brake cylinder is restricted.

WV ith the present improvements, it will no w be apparent that the local train pipe vent port may bereadily controlled by the main valve or' the triple valve device without danger ot blowing the valve fromits seat or liability of leakage past the emergency check valve interfering with the positive movement of the parts in applying the brakes, as in the normal release position, the

local vent passage is closed by the mainV slide valve.

In some cases the vent chambers may be lia dispensed with and the local venting of Y train pipe air may be to the brake cylinder, the atmosphere, or elsewhere, as desired.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is :---V

l. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir and a valve operated by said abutment for controllinga localtrain pipe vent port and having a normal release position in which said train pipe vent port is closed and an inner position in which communication is open through said vent port.

2. A triple valve device comprising a casing having a valve chamber, a valve in sald chamber for controlling the release of air from the brake cylinder and a local train pipe vent port, a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir for operating said valve, the valve and piston having a normal release position in which the train pipe vent port is closed and an inner position in which said vent port is open to the valve chamber.

3. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, and brake cylinder, of a valve for controlling the exhaust from the brake cylinder and a train pipe vent port, and a movable abutment for operating said valve and subject to the opposing pressures of the train pipe and a chamber, normally open to the auxiliary reservoir, and having `an inner position in Which the chamber is cut ott from the auxiliary reservoir and in which said valve opens the train pipe vent port to said chamber.

4. In a fluid pressure brake, the combination With a train pipe, auxiliary reservoir7 and brake cylinder, oi' a triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir, valve means operated by said abutment for venting `air from the train pipe in applying the brakes, and means I'or closing communication from the auxiliary reservoir to said valve chamber and for opening communication from train pipe to the valve chamber upon an increase in train pipe pressure.

5. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir, a valve operated by said abutment upon a reduction in train pipe pressure for venting air from the train pipe and upon an increase in train pipe pressure for opening communication from the train pipe to the valve chamber, and means for closing communication from the auxiliary reservoir to said chamber.

6. A triple' valve device comprising a movable abutment and valve having a normal release position in which the valve chamber is open to the auxiliary reservoir and an inner position in Which said chamber is eut off 'from the auxiliary reservoir, said valve having means for opening a local train pipe vent port upon a reduction in train pipe pressure to apply the brakes and for opening communication from said vent port to the valve chamber upon an increase in tain pipe pressure to release the brakes.

7. A triple valve device comprising valve means for controlling the brake cylinder supply port and `a local train pipe vent port, a movableabutment subject to the opposing pressures of the train pipe and auxiliary reservoir for operating said valve means, said valve means having ports for opening said train pipe vent port in service and emergency applications of the brakes and adapted to open said vent port in a position for releasing the brakes.

8. A triple valve device comprising a piston and valve means operated by said. piston upon a gradual reduction in train pipe pressure to effect a service application ot the brakes and upon a sudden reduction in train pipe pressure to effect an emergency application of the brakes and having a local train pipe vent port adapted to be opened for venting fluid from the train pipe in service and emergency application positions of said valve means and also in a release position to the valve chamber containing said valve means.

9. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir, and valve means operated by said abutment and having ports adapted to open a local train pipe vent port in service and emergency application positions and a port for connecting said local vent port to the valve chamber in a position for releasing the brakes.

l0. A triple valve device having a valve chamber and comprising a mov. le abutment subject to the opposing pressures of the train pipe and auxiliary reservoir, and valve means contained in said valve chamber and operated by said abutment and having ports for connecting a local train pipe vent port with one expansion chamber 1n service and with another expansion chamber in emergency application position and for connecting the vent port to said valve chamber in another position.

1l. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir, a main valve operated by said abutment for directly emergency train pipe vent port, said piston and valve means having a normal release position and an inner position, and means for opposing the movement of said piston and valve means from the normal release position to the inner position.

12. A triple valve device comprising a movable abutment subject to the opposing` pressures of the train pipe and auxiliary reservoir, valve means operated by said abutment and adapted to open a local train pipe controlling a local` Vent port in applying the brakes, said. Valve In testimony whereof I have hereunto set means being adapted to close the vent port my hand.

in normal release position and havinof an inner position in Which the port s opn to WALTER V TURNER the valve chamber, and means tending to Witnesses:

return the Valve means from said inner pro- VVM. M. CADY,

sition to normal full release position. A. M. CLEMnN-Ts.

Copies: of this ,patent may be obtained for five cents each, by addressingfthe Commissioner `of VPatentc, Wahington, n. C. 

